2022 Kia EV6 RWD Examined: Lengthy Ranger


Exterior of Tesla’s enviable Supercharger community, the general public charging infrastructure for EVs in lots of locations is grim. Oh, positive, it is promised to get higher, however how a lot does that assist once you’re standing outdoors a damaged charger or ready for somebody to go away a spot so you possibly can juice up? Customers who prioritize vary when selecting an EV decrease their interplay with the general public charging community, and for these Kia’s spectacular EV6, which means going with the single-motor configuration. That is the variant we have examined right here, within the GT-Line trim stage.

For 2023, the EV6 is obtainable with three powertrains, as the bottom Gentle mannequin with a 58.0-kWh battery pack and a 167-hp motor has been dropped. The only-motor model now comes normal with a 77.4-kWh battery and makes 225 horsepower within the Wind and GT-Line trim ranges. Those self same two trims are additionally provided with all-wheel drive and twin motors making a complete of 320 horsepower, once more utilizing the 77.4-kWh battery. And, lastly, there’s the new-for-2023 high-performance dual-motor GT with a mixed 576 horsepower.

Vary Numbers

The only-motor drivetrain yields the most effective EPA-estimated vary: 310 miles. That betters the the dual-motor Wind mannequin’s 282 miles, the dual-motor GT-Line’s 252 miles, and the EV6 GT’s dramatically decrease EPA vary estimate of 206 miles.

HIGHS: Longest EPA vary of any EV6, fast recharging, modern exterior design.

Not solely does the single-motor EV6 have the most effective EPA vary of its siblings, it additionally exceeds most of its opponents. The Toyota bZ4X maxes out at 252 miles, the Audi This fall e-tron at 265 miles, and the Volkswagen ID.4 at 275 miles. The Kia falls simply wanting the longest-range variations of the Ford Mustang Mach-E (312 miles) and the Tesla Mannequin Y (330 miles), however as we have identified in a current SAE paper, these on-paper benefits might not equate to a real-world vary benefit at freeway speeds.

Driving the EV6

The draw back is that the single-motor EV6 would not have the sports-car quickness of the dual-motor model. In our testing, the dual-motor all-wheel-drive GT-Line zipped to 60 mph in 4.5 seconds, whereas the single-motor GT-Line took a extra languid 6.7 seconds. It was an identical story quarter-mile instances, with the dual-motor automotive’s 13.3 seconds at 102 mph properly forward of its single-motor sibling’s 15.2 at 93 mph. After all, pulling away from a cease is not at all times a time trial—or so we’re advised—and the single-motor EV6 strikes via site visitors eagerly sufficient, significantly at metropolis and suburban speeds.

The rear-wheel-drive GT-Line got here to a halt from 70 mph in 168 ft, though for mild stops, some drivers won’t have to make use of the brakes in any respect. Within the highest (i-Pedal) setting, brake regeneration permits for one-pedal driving, however drivers who don’t desire that a lot regen can select 4 different ranges, together with none—all chosen through the steering-wheel paddles. The EV6’s cornering is succesful if not keen, largely because of the relatively lifeless steering, and on the skidpad, the automotive demonstrated 0.87 g of grip. Rather more noteworthy is the experience high quality, because the EV6 reveals spectacular composure over bumps, with zero harshness making its solution to the cabin.

EV6 Inside

That cabin includes a mod-style design with a striped sample on the sprint that repeats on the middle armrest, and illuminated blue stripes seem below the vents. The suede seat upholstery with synthetic-leather trim is $295 additional (and unavailable on the Wind mannequin), and its white accents brighten the in any other case black cabin. The rear seat cushion is low—crucial, maybe, to create ample headroom for six-footers below the squashed roofline (here is the place the mechanically comparable however boxier Hyundai Ioniq 5 has a bonus). The seat is loads large for 3, although, and the ground is flat.

LOWS: Cannot hustle just like the dual-motor model, some annoying controls, much less roomy inside than the Ioniq 5

Up entrance, twin screens dominate the sprint. The central show is impressively broad, though, on the house display, that area is basically wasted, because the default show is only a clock. Beneath it, the touch-sensitive local weather controls oddly additionally do double obligation working the audio system, which means it’s a must to toggle forwards and backwards between the 2 units of capabilities. The digital instrument cluster is barely configurable, with the middle part capable of present driver-assist information, a visit pc, turn-by-turn instructions, or tire stress. The middle console tasks out over a big, open storage bin, and on high, there are cupholders, lined storage, and a spot to cost your cellphone wirelessly. Shifting is through dial, and there are additionally buttons for seat heating and cooling, the parking digital camera, and the parking sensors.

The 2023 EV6 GT-Line in single-motor kind presently begins at $54,225—there’s additionally the EV6 Wind, which may be had in the identical configuration for $50,025. For the GT-Line, the single-motor powertrain saves $4700 over the dual-motor model; within the Wind trim stage, the distinction is $3900. So, we see that those that have mastered the artwork of persistence are rewarded with a fatter pockets in addition to the power to journey larger distances earlier than plugging in.

2022 kia ev6 gtline rwd

Michael Simari|Automobile and Driver

Arrow pointing downArrow pointing down



2022 Kia EV6 Lengthy Vary RWD

Car Sort: rear-motor, rear-wheel-drive, 5-passenger, 4-door wagon


Base/As Examined: $48,795/$53,985

Choices: GT-Line trim (sunroof, Freeway Driving Help 2, park help, HomeLink, auto-dimming rearview mirror), $4200; Metal Matte Grey paint, $695; GT-Line Suede Seat package deal, $295


Motor: permanent-magnet synchronous AC, 225 hp, 258 lb-ft

Battery Pack: liquid-cooled lithium-ion, 77.4 kWh

Onboard Charger: 10.9 kW

Transmission: direct-drive


Suspension, F/R: struts/multilink

Brakes, F/R: 12.8-in vented disc/12.8-in stable disc

Tires: Kumho Crugen HP71 EV
235/55R-19 101H


Wheelbase: 114.2 in

Size: 184.8 in

Width: 74.4 in

Top: 60.8 in

Passenger Quantity, F/R: 52/48 ft3

Cargo Quantity, behind F/R: 50/24 ft3

Curb Weight: 4395 lb


60 mph: 6.7 sec

1/4-Mile: 15.2 sec @ 93 mph

100 mph: 18.0 sec

Outcomes above omit 1-ft rollout of 0.3 sec.

Rolling Begin, 5–60 mph: 6.7 sec

High Gear, 30–50 mph: 2.6 sec

High Gear, 50–70 mph: 3.7 sec

High Pace (gov ltd): 118 mph

Braking, 70–0 mph: 168 ft

Roadholding, 300-ft Skidpad: 0.87 g

Mixed/Metropolis/Freeway: 117/134/101 MPGe

Vary: 310 mi


Headshot of Joe Lorio

Deputy Editor, Opinions and Options

Joe Lorio has been obsessive about vehicles since his Matchbox days, and he obtained his first subscription to Automobile and Driver at age 11. Joe began his profession at Car Journal below David E. Davis Jr., and his work has additionally appeared on web sites together with Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.


Please enter your comment!
Please enter your name here